Automatic switch-operating device



March 25 9 4- Y 7 W. M. MONROE AUTOMATIC SWITCH OPERATING DEVICE 2 Sheets-Sheet 1 Filed March s. 1923 mmfo.

A TTOR/VEYS March 25 1924. 1,487,968

W. M. MONROE AUTOMATIC SWITCH OPERATING DEVICE Filed March 8, 1923 2 Sheets-Sheet 57 77 A TTOR/VEYS Patented Mar. 25, E924.

arear series.

WALTER 1M. MONROE, OF JULIET, ILLINOIS, ASSIG-NOB OF ONE-THIRD TO PIUS M. FAHRNER AND ONE-THIRD T EDWARD M. MEANEY, BOTH 01 JOLIET, ILLINDIS.

AUTQMATIC SWITCH-OPERATING DEVICE.

Application filed March 8, 1923. Serial No. 623,736.

To all whom it may concern:

Be it known that I, /VALTER M. MONROE, a citizen of the United States, and a resident of Joliet, in the county of Will and State of Illinois, have invented a new and useful Improvement in Automatic Switch-Operating Devices, of which the following is a full,

clear, and exact description.

My invention relates to improvements in automatic switch operating device, and it consists in the combinations, constructions, and arrangements herein described and claimed.

An object of my invention is to provide an 35 automatic switch operating device which is adapted to automatically close a switch that has been inadvertently left open by the brakeman, before the approaching train passes over the switch, the switch being operated whether the train is approaching from either direction on the track.

A further object of my invention is to provide a device of the type described which has means for manually controlling the switch whereby the switch can be used in the ordinary manner.

A further object of my invention is to provide a device of the type described which has novel means for keeping the switch open when it is desired to make a flying switch, this means keeping the switch open until the train again passes over the switch on its return to the main line.

A further object of my invention is to provide a device of the type described which is adapted to be connected to switches of ordinary construction with but slight alterations being necessary in the latter.

A further object of my invention is to provide a device of the type described which has means for locking the switch in closed or open position, thereby providing a device which is absolutely safe in operation.

A further object of my invention is to pro- 43 vide a device of the type described which has means for locking the switch in closed position, whereby the switch cannot be operated except by authorized parties.

A further object of my invention is to provide a device of the type described which is durable and eiiicient for the purpose in tended, and which is not likely to easily get out of order. e

Other objects and advantages will appear in the following specification, and the novel features of the invention will be particularly pointed out in the appended claims.

My invention is illustrated in the accompanying drawings forming part of this application, in Wl'llCl'1 Figure 1 is a diagrammatic view of the device as shown operatively applied to railroad switch,

Figure 2 is a vertical section through the device, portions thereof being shown in elevation,

Figure 8 is a side elevation of a portion of the device,

Figure i is a side elevation of the ramps.

Figure 5 is a side elevation of another portion of the device, and

Figure 6 is a side elevation of still another portion of the device.

In carrying out my invention I make use of a railroad track which consists of a main line A and a side track B. lhe main line A has rails 1 and 2 which are adapted to be moved so as to open or close the switch. When the switch is open, it is adapted to shunt a train which is approaching in the direction of the. arrow onto the side track B. The rails 3 and i of the side track B and the rails 5 and 6 of the main line A are rigidly secured to a steel plate 6 whereby the rails are firmly held in position. The rails 1 and 2 are slidably carried by a plate 7 which has dovetailed tongues 8, that are adapted to be received in the recesses 9 in the plate 6', whereby the two plates are prevented from lateral movement with respect to each other.

I have found that when heavy locomotives strike the movable rails 1 and 2 they have a tendency to turn over the rail. To overcome this disadvantage I provide brackets 10 9' which are secured to the plate 7 and which carry rods 11, the rods extending transversely with respect to the rails 1 and The rails are provided with openings therethrough, through which the rods extend. 100 From this construction it will be apparent that the rails 1 and 2 may be freely moved,

but are prevented from turning over since they are slidably carried by the rods 11. In the drawings I have only shown one rod for each of the tracks 1 and 2, but it is obvious that as many rods as desired may be provided.

The switching device for moving the rails 1 and 2 consists mainly in switch moving rods 12 and 13. The rod 12 is actuated by a switching device hereinafter described, and bears against the outer side of the rail 2. The rod 13 bears against the inner sides of the rails 1 and 2 and has a portion thereof encased in a cylinder 14. The cylinder 14 carries a spring 15 which bears against a piston 16 that is carried by the rod 13 so as to tend to force the rails 1 and 2 into closed position.

The rod 12 is slidably disposed in a housing 17 and is actuated by a drum cam 18 that is rigidly secured to a main shaft 19. The drum cam 18 has a cam slot 20 therein in which a roller 21 is slidably disposed, the roller in turn being carried by the end of the rod 12. The free end of the main shaft 19 has a lever 22 which is adapted to be manually swung so as to actuate the switch. The

from engagement with the dog 26.

shaft 19 is supported by uprights 23.

In the present form of the device I have shown means for locking the switch in open or closed position, this means being actuated when the main shaft 19 is rotated. l/Vhen the switch is in the position shown in Figure 1, i. e., closed position, a spring pressed locking pin 24 is received in av slot 25 in the rod 12, (see Figure 3). It will be noted that the rod 12 carries a dog 26 that engages with the side of the pin 24 when the switch is in closed position, so as to prevent movement of the rod 12 with respect to the housing 17. In other words, when the pin 26 is disposed at the left hand end of the slot 25 in Figure 3, the side of the slot 25 and the dog 26 prevent movement of the rod 12 with respect to the pin.

It will be obvious from this construction that the rod 12 cannot be actuated by the main shaft 19 until the pin 24 is relealspld e means for releasing the pin 24 is clearly shown in Figure 1, and consists of a releasing lever 27 that is mounted upon a sleeve 28, the sleeve in turn carrying an arm 29. The arm 29 is connected to an arm 30 by means of the link 31, the arm 30 in turn being rigidly mounted upon a shaft 32. The pin 24 is operatively connected to the shaft 32 by means of a link 33 and an arm 34. To release the pin 24 from the rod 12 it is merely necessary to actuate the lever 27, whereby the pin will be removed from the slot 25 by the mechanism just described.

The switch is now adapted to be opened by means of the lever 22 and may be locked in open position by means of a locking pin 35.

The device is constructed so as to place the pin 35 under spring tension as the switch is being opened, whereby the pin will immediately enter an opening 36 in the rod 12, (see Figure 3), when the switch is entirely opened, thereby locking the switch in open position. pins 24 and 35 are adapted to enter openings 36 and 37 in the housing 1?, whereby the pins are positively held at points adjacent to the rod 12. In other words, the pins 24 and 35 each enter three openings, two of the openings being in the housing 17, and the other openings being in the rod 12. L construction the rod 12 is securely fastened in position, whereby the rails 1 and 2 are prevented from movement after they have been once swung into open or closed position.

The means for actuating the pin 35 is operated by the lever 22. In fact, practically all of the parts of the device are operated by the lever 22, thus providing a device which is extremely simple to operate. The spring pressed pin 35 is connected to an arm 38 by a link 39, the arm being rigidly secured to a shaft 40. The other end of the shaft 40'carries an arm 41 which is connected to the lever 22 by means of a link '42. When the lever 22 is swung so as to open the switch, the pin will be pressed against the rod 12 so as to instantly enter the opening 36 when the switch is in open position. The pins 24 and 35 are carried by the housings 43 and 44, which in turn are slidably disposed in the brackets 45 and 46. The housings 43 and 44 are adapted to move with respect to the pins 24 and 35 so as to place the springs 47 and 48, that are disposed in the housings 43 and 44 under tension. The lever 27 may be returned to its normal or first position after the switch is swung into open position, so as to dispose the pin 24 in By this the left hand side of the slot 25 as shown 7 in Figure 3. IVh'en the switch is in open position I provide means which is adapted to be actuated by a train moving in either direction along the main line A so as to automatically switch, whereby the switch will be closed by r a train moving in either direction along the 7 main line A.

I will first take up the mechanism which connects the ramp 49 withrthe main shaft 19. It will be noted from Figure 4 thatthe ramp 49 is carried by the rail 2. One of the links 5] is secured to a square shaft 52. The shaft 52 is operatively connected to a sleeve 53 nasmee that is slidably disposed upon the shaft 40. The means for connecting the shaft 52 and the sleeve 53 consists of an arm 54 that is rigidly secured to the shaft 52, an arm 55 that is rigidly secured to the shaft 52, and

a link 56 that is connected to the arms 54 and 55. The sleevev 53 carries an arm 57 that is operatively connected to an arm 58 by a link 59. The arm 58 is rotatably disposed upon an integral sleeve 60 of a clutch member 61. The member 61 is rigidly secured-to the shaft 19 and is adapted to be rotated by the shaft. hen the shaft 19 is oscillated or rocked by means of the lever 22, it will cause the lug 62 of the clutch 61 to engage with the arm 58 so as to raise the ramp 49 into operative position.

The ramp 50 is connected to the arm 58 in identically the same manner as is the ramp 49 connected to the arm58. In Figure 1 it will be observed that the ramp 50 is carried by links 63, one of the links beingactuated by the shaft 64. The shaft 64 is connected to a sleeve 65 that is rotatably disposed on the shaft 52. Means for connecting the shaft 64 to the sleeve 65 consists of anarm 66 that is rigidly secured to the shaft 64, an arm 67 that is rigidly secured to the sleeve 65, anda link 68, that operatively connects the two arms 66 and 67 together. 'The arm 58 is connected to the sleeve 65 by means of a link 69 and an arm 70, that is rigidly secured to the sleeve 65. From this construction it will be apparent that both of the ramps 49 and 50 will be raised into operative position when the lever 22 is actuated. 7

From the construction thus far described, it will be apparentthat the locking pin 35, the switch, and the ramps 49 and 50 will all be actuated by the common lever 22. The ramps 49 and 50 are under spring control when they are swung into operative position, these springs tending to return the ramps to their normal position. The springs are mounted in housings 71 and 72, and are connected to the ramps 49 and 50 b means of links 73 and 74 respectively. The ramps, when swung into operative position, are disposed in such a manner that the links 51 and 63 are disposed a little beyond a vertical position, whereby the ramps will be moved downwardly by a passing train so as to place the springs in the houslugs 71 and 72 under a still greater compression. The springs 7 5 and 76 bear against pistons which are slidably disposed in the housings 7-1 and 72 that are connected to the ends of the links 73 and 74. Due to this construction, the springs 75 and 76 will be compressed when the ramps 49 and 50 are swung into operative position, and will be further compressed when the ramps 49 and 50 are actuated by a moving train.

Means for preventing the springs 75 and 76 from returning the ramps 49 and 50 to their normal position, and for preventing the rockin of the main shaft 19 back into its normal position is provided and includes a locking pin 77 which is adapted to engage tated so as to dispose the straight side 81 of the cam 78 adjacent to the pin 77. The pin 77 will be immediately moved by the spring 80 so as to cause the pin to abut the straight side 81 and to prevent the disc 79 from rotating in the opposite direction. The device is now set so as to be instantly actuated by a train and to close the switch before the train passes over the switch. It is obvious from this construction that the arm 58 will be actuated whether the train engages with the ramp 49 or with the ramp 50.

Assume that a train contacts with the ramp 49. The ramp will be swung so as to compress the spring 75 to a great extent. This movement will cause the arm 58 to swing in a clockwise direction when looking at Figure 1 of the drawings. The arm 58 carries a pin 82 that engages with an arm 83. The arm 83 is rigidly secured to a sleeve 84 that is loosely mounted upon the shaft 19. When the arm 83 is swung it will rotate a disc 85 that is rigidly secured to the sleeve 84, and will cause the cam 86 on the disc 85 to release the pin 77 from the straight side 81. It will be noted from Figure 2 that the pin 77 carries a roller 87 that engages with the disc 85 and the cam 86. When the disc 85 is rotated by the arm 83, it will cause the roller 87 to move the pin 77 against the tension of the spring 80, thereby releasing the pin 77 from the straight side 81 of the cam 78. The lever 22 is now free to be returned to its normal position by means of the springs 105. It will therefore be apparent that as soon as the ramp 49 is released by the train, it will be instantly swung into its normal position by the spring 75. The swinging of the ramp 49 into its normal position causes the cam 58 to swing in an anti-clockwise direction, and to engage with the lug 62 so as to rotate the drum cam 18 in an anticlockwise direction, and to close the switch. The rotation of the shaft 19 also releases the locking pin 35 from the rod 12 by means of the link 42, arm 41, shaft 40, arm 38, and link 39. It will be noted thatthe pin 24 is not retracted as is the pin 35, but merely slides in the slot 25 as the rod 12 is being moved while the switch is closing. The pin ramp 49 and which is to be used when the brakeman desires to run the train into the side track B. The ramp 88 is also adapted to be actuated by the lever 22, and is operatively connected to the shaft 19 by a means now to be described. The ramp 88 is carried by the links 89, (see Figure 4), one of the links being secured to a square shaft-90, and being swung when the square shaft is rocked. The shaft 90 carries an arm 91 which is connected to an arm 92 by means of a link 93. The arm 92 is loosely mounted upon a sleeve 53, and is held in place by sleeves 94. The arm 92 is connected to an arm 95 by means of a link 96. The arm 95 is rigidly secured to the shaft 97 and carries an arm 98 at its other end. The arm 98 in turn is connected to an arm 99 by a link 100. The arm 99 is loosely received upon a square sleeve 101, and is swung when the sleeve is oscillated. A clutch member 102 is rigidly secured to the sleeve 101, and is yieldingly held in operative engagement with the clutch member 61 by means of a spring 103. When the clutch members 61 and 102 are in operative engagement with each other, the ramp 88 is swung into an operative position at the same time the ramps 49 and 50 are swung into operative position. When the brakeman desires to throw the ramp 88 into inoperative position, he merely presses upon a foot pedal 104, (see Figure 2), which throws the clutch member 102 out of engagement with the member 61 and against the tension of the spring 103. As soon as the clutch member 102 is released from the member 61, the spring 105, (seeFigure 4) holds the ramp 88 in inoperative position. When the lever 22 is now actuated, it will swing the ramps 49 and 50 into operative position, but will not swing the ramp 88 into operative position.

Assume that the brakeman desires to switch the train onto the side track. The foot pedal 104 is not depressed, and it will therefore be observed that the ramp 88 will be swung into operative position when the lever 22 is swung. The train in moving in the direction of the arrow will first strike the ramp 49, will depress the ramp so as to close the switch. When running the train onto the side track, however, the brakeman does not intend to have the switch close and to prevent this movement from taking place, 7

he holds the lever 22 from swinging back As soon as the train strikes the ramp 88 itwill prevent the lever 22 from returning to normal position, since the clutch members 61 and 102 are in operative engagement. with each other, the clutch member 102 being prevented from return movement by the ramp 88 that in turn isbeing engaged .by the cars of the train. In other words, the lever 22 will not swing into normal position as long as one of the cars of the train is in contact with the ramp 88.

As soon as the train of cars leaves the ramp 49, the ramps 49 and 50 will be held from swinging back into normal position due to the fact thatfthe arm 58 engages with the lug 62. It will be noted at this point that the lug 62 of the clutch member 61 swings the arm 58 so as to swing the ramps 49 and 50 into operative position. .Whenthe ramps 49' and 50 are depressed by atrain,

they will swing the arm 58 so as to free it from engagement with the lug 62. As soon as the last car leaves the ramp 49, the arm 58 will be rotatedin an anti-clockwise direction by means of'the spring 75 until the arm again abuts the lug 62. In other words, the ramp 49 is stopped from further movement when it assumes a vertical position. The pin 77 is also released when the ramp 49 is released by the last car of the train. This is due to the fact thatj when the ramp 49 swings back into vertical position, italso' swings the arm 58 which in turn carriesthe pin 82 therewith. The removal of the pin 82 from abutting engagement with the arm 83 permits the arm 83 to be swung back wardly into abutting engagement with the pin 82 by means of the spring 106. The spring 106 is connected to an arm 107 that is rigidly secured to a sleeve 108, the sleeve 108 being rotatably disposed upon the sleeve 53. The arm 107 is connected to the arm 83 by means of a link 1 13. The swinging of the arm 83 in an anti-clockwise direction rotates the disc 85 which in turn carries the cam 86 out of engagement with the roller 87 so as to permit the free movement of the pin 77. The swinging of theramps 49: and 50 and the releasing of the pin 77 takes place immediately after the last car leaves the ramp 49. The last car is still in engagement menace with the ramp 88 and therefore prevents the ramps 49 and 50 from swinging into normal position by the means heretofore described. VVhen the last car leaves the ramp 88 the ramp 88 is prevented from moving into normal position due to the fact that the pin 7 7 engages with the straight side 81 and prevents the disc 7 9 from rotating.

The train may now go onto the side track and remain there as long as desired, the switch all the time remaining in open position. When the train returns from the side track 13 onto the main track A, the ramp 88 will again be depressed, and will prevent the ramps 49 and 50 from returning to normal position as long as-the train o-fcars contacts with the ramp 88. The train in moving further engages with the ramp 49 and depresses the ramp from vertical position so as to again release the pin 77 from engagement with the cam 78. The train now leaves the ramp 88. The-ramp 88 is prevented from being returned to normal position by means of the spring 105 due to the fact that the clutch members 102 and 61 are in engagement with each other and the ramp 49 is still depressed by the train and prevents the clutch members 61 and 102 from returning to normal position. As soon as the train leaves the ramp 49, the ramp will instantly be swung into normal posi tionby means of the spring 7 5 and will in turn rock the shaft 19 so as to close the switch and swing the ramp 88 into normal position. The switch is now ready to be opened in the manner heretofore described. The arm 92 is provided with a pin 109 which engages with the arm 38 when the ramp 88 is'connected to the lever 22 so asto operate when the lever is swung. This pin provides an added safety means for holding the locking pin 35 in engagement with the rod 12. The spring 110 is connected to the arm 38 by means of a link 111 an'd'tends to swing the link into normal position.

The switch is adapted to be operated by hand'as well as by train. To this end I provide a lever 112 which is rigidly mounted upon the sleeve 108. When thelever 112 is swung it will swing the arm 83 through the medium of the arm 107 and the link 118. The lever 112 is not actuated unless the ramps 49 and 50 are disposed in operative position and the brakeman'de'sires to permit the ramps to be swung'back into normal position. The lever 112 is then actuated and will release the pin 77 due to the fact that it rotates the disc 85. In this manner, the pin 77 is released in the same way as when the train contacts with either of the ramps 49 or 50 to release the pin. It will therefore be observed that the swinging of the lever 112 releases the pin 77 and permits the, lever 22 to swing back int no mal p si ion, and also permits the ramps 49 and 50 to swing back into normal position.

The switch is locked when swung into normal position, so that it is necessary for a brakeman to have a key to open the lock e'fore he can actuate the switch. The looking device comprises a pin 114 that is adapted to enter openings 115 and 116 in the levers 27 and 112 when the levers are in normal position. The pin 114 is pivotally secured to an arm 117 that is rigidly secured to a stub shaft 118. A lever 119 is adapted toswing the shaft 118 so as to remove the pin 114 from the openings 115 and 116.- A spring 120 tends to move the pin 114 into the openings 115 and 116. As clearly shown in Figure 6, the lever 119 has an opening 121 therein which is adapted to receive the bolt 122 of the lock 128 when the lever is disposed in normal position. The lever 119 is in normal position when the pin 114 is received in the aligned openings 115 and 116. In the present form of the device I have shown the lever 119 as being disposed adjacent to the lever 22 and the foot pedal 104, whereby it is readily accessible by the brakeman. The brakeman has to first insert a key into the lock 128 to retract the bolt 122, before he can operate the lever 119 so as to free the levers 108 and 112. The pin 114 and the locking bolt 122 are spring pressed, so as to instantly enter the openings when the parts of the device are returned to their normal position, whereby the switch is locked.

From the foregoing description of the va rious parts of the device, the operation thereof may be readily understood. As heretofore stated, the device is constructed so that it may be manually operated or automatically operated by a train. The device is adapted to close the switch when a train approaches the switch from either direction. In addition to the automatic closing of the switch, the device is provided with the additional means for permitting a flying switch to be made, and which has means for locking the switch in open position as long as the train is in the side track B. When the switch is swung from open to closed position, it is automatically locked in closed position and cannot again be actuated unless the party desiring to open the switch has the necessary key. One of the principal objects of the device lies in the fact that the device can be controlled from a single point, thereby permitting the brakeman to remain in oneplace while. operating the switch. It will be noted that practically all of the moving parts are operated by the single lever 22, wherebyv unity of control is assured. The device may be readily secured to any ordinary switch with but slight altera tions being necessary in the latter. The

' intended and is not likely to get out of order easily.

Assume that a car is coupled to the rear of an engine and that the brakeman desires to couple the car to the front of the engine.

To change the position of the car with respect to the engine, it is necessary for the b rakeman to make what is termed a flying switch. i

When making a flying switch, the pedal 10 is depressed by the brakeman so as to disconnect the ramp 88; from the lever 22 the manner heretofore described: The spring 105 will now hold the ramp 88 in inoperative position.

The engine will strike the ramp 49 which actuates the mechanism thatcloses the switch. The engine is uncoupled from the car,and the engineer accelerates the speed of the'engine so as to have the engine pass over the switch before the car reaches the switch. Since the switch has been closed by the ramp 49, the engine will not be shunted onto the side track. The brakeman throws the lever 22 so as to open the switch before the car reaches the switch. The car will therefore be shunted onto the side track. The switch is again closed so as to permit the engine to return. The engine can now move into the side track so as to permit the car to be coupled to the opposite end from which it was previously coupled.

I claim: 7 v

1. The combination with a railroad switch, of train actuated ramps for closing said switch before a train passes thereover, means operatively connecting said ramps to said switch, and an auxiliary train actuated ramp for keeping said switch open, manually controlled means for moving said first named ramps and said auxiliary ramp into operative position, and means for throwing said auxiliary ramp out of operative engagement with said manually controlled means. 1

2. The combination with a railroad switch, of train actuated means for closing said switch before a train passes thereover, auxiliary means for keeping said switch open, said auxiliary 'meanskeeping "said switch locked in open position and preventing said first named means frombeing actuated by said train 'to' close said switch, means. for preventing said switch from closing after. the switch has been kept open by said auxiliary means, 'said'first' named switch actuating means being adapted to" release the means which holds the switch openas soon as the train releases said means on its re-' turn trip over said first named means.

3. ,The combination with a railroad switch, of train actuated means for closing said switch before a train passes thereover, manually controlled means for opening and closing said switch and automatic means for locking said switch 'in closed position after it has been closed, said means including a key actuated lock 4. The combination with a railroad switch, of train actuated means for closing the switch, and a second, train actuated means'for keeping the switch; open, said second named means when actuated preventing the operation of said first named means, said switch 'closingfmeans locking said second named means againstmovement after the train has released saidsecond named means, said switch closing means and said second named means being-releasedby the train when thetrain moves in thereverse direction.

5. The combination with a railroad switch, of switch closing ramps disposed near said switch,'a leverfo'r opening'said switch, means connecting said ramps with said lever whereby said ramps are swung into operative position when said switch is opened, and another ramp, said ramp adapted to be swung into operative position by said lever, thereby keeping said switch open when'said lastnamed ramp isactuated by a train, said last named ramp when actuated, preventing said first named ramps from being' actuated. V I

6. The combination with p a railroad switch, of a shaft for opening and'closing said switch, meansoperatively connected to said shaft and being adapted to be actuated by a train for automatically closing the switch when the switch is open, and auxiliary means adapted to be actuated by a train for keeping said switch open, said means comprising a locking pin adapted to lock said shaft against rotation when said second named means is actuated.

7. The combination with a railroad switch, of a shaftfor opening and'closi-ng said switch, means operatively connected to said shaft and being adapted to be actuated by a train for automatically closing the switch when the switch; is open, auxiliary means adapted to be actuated by a train for'keeping said switch open, said means comprising a locking pin adapted" to lock said shaft against rotation when said sec ond named means is actuated, and means for throwing said "auxiliary means into inoperative position. A

8. The combination with a railroad switch; ofa train actuated emer ent-en'- ing' said switch before atrain thereover, manually controlled means for moving said ramp into operative position, and means first named member, a ramp operatively 11$ for throwing said ramp out of operative connected to said second named member, a engagement with said manually controlled lever secured to said shaft, and being adaptmeans. ed to actuate said ramp when the members 9. In an automatic switch operating deof the clutch are in engagement with each vice, a shaft, a clutch member rigidly seother, and means for disengaging said clutch 15 cured to said shaft, a second clutch member members. loosely mounted on said shaft and being adapted to operatively engage with said WALTER M. MONROE. 

